Block-signal system.



M,a.1uL|AN.` BLOCK sxGNAL SYSTEM.

Patented Oct. 16,1917.

5 SHEETS-SHEET l.

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m .MEW uw MQ @I A M. R.1UL|IAN. BLOCK SIGNAL SYSTEM.

APPLICATION FILED IULY 31| |914.

1,243,419. Patented oct. 16, lem. 5 SHEETS-SHEET 2.

M. R.1UL|AN.

BLOCK SIGNAL SYSTEM.. APPucATlou FILED xuLY 3|. asm.

Patented 0st-, 16, 1917.

5 SHEETS-SHEET 3.

f Gwhwmwo a l M. R. JULIAN.

` LocK s|sNA L SYSTEM.

APPLICATEON FILED JULY 3l, i914.l

Patented Oct. 16, 1917.

M. R. JULIAN."A sLocK slsNAL svsfm. APPLICATIO FILED JULY 3h 1914-:1,243,419. f Patented goet. 16, um.

sains-sneer s.'

M RJuiial To all whom it may concern.'

` UNITED STATES PATENT OEE-ICE.

IABSENA R. JULIAN, QF BIRMINGHAM, ALABAMA..

BLocxLsIGNaL SYSTEM.

Specification of Letters Eatent.

Patente-d oet. 16, 1917.

Application filed July 31, 1914. Serial No. 854,393.

Be it known that l Masseria R. JULIAN, citizen of the United tates,residing atBiri minghain1 in, the county oil' Jeil'crson and State ofAlabama, have invented certain neviy and 'useful Improvements -in Block*Signal Systems, of wliichthe following is aA specification. l Myinvention relates to block signal tems and particularly to a blockcontrolled cab signal system'. With the ordinary block `signal systemsat present in use on practically all roads `there is no way to preventanWa to positively compel. `the engineer to en ineer from running histrain by any1 sig na which may be set against hiin and no re lice thespeed of his train upon receiving either a cautionary signal. or adanger signal. Sometimes the engineer runs his train past a signal setagainst him out of sheer carelessness or the desire 4to make up time,and on other occasions he runs it by the signal because he Vis unable tosee it, as in case of heavy snow' or fog.

It has been proposed to display the proper" signals Withinthe cab" of alocomotive s0 that the engineer cannot possibly tail to see `thesignals, but here again discretion is left with the engineer to run thetrain by. the

signals or to ay no attention to them if lie so desires. his has led tomany accidents and is a constant source of danger. vEyen Where theengineer obeys the signals there is still another element of danger inthe engineer maintaining too high atrain y speed either along a normallyperfectly safe portion of the track or 1n some particular sec tion inhis desire to make up for lost time,

and as far as I know, no means has, so far,

been provided which Will automatically i limit the maximum speed of thetrain or automatically bring the train eithento a moderate speed in caseof a cautionary sig nalbeing set against the train or bringr the train`to a stop in case a danger signal is set against the train.

The primary object of my invention is to provide means for automaticallycontrollingthe speed of trains in a block signal system and in` thisconnection to ,provide means whereby in "the 'first place the traincannot be run faster than at a `predetermined speed, even with cleartrack. In

the second place that when the engineer receives a cautionary signaldueto them. presence of a trainwithin a predetermined nuinsy bei.' ofblocks ahead the of the following train shall he autoiiiatically cutdown to a predetermined degree, anduin. the third place that when thetrain receives a danger signal due to the presence of a train within adangerous distance the speed shall be auto matically ent down to aminimum.

.Another object ci ni'y invention is to so construct the mechanism' thatthe automatic service application of the brakes shall not in any Wayinterfere with the regular 'or usual application of the brakes `hy theengineerv and further, to so construct the mechanism lthat the engineercannot possibly prevent the automatic application of the brakes, asabove stated. `1

Another object of the invention is to pro-Y Vide a train controlled andcab signal mechanism wherein on entering a block a test is made to showthat the track Wiring and Wiring `oit the cab signal. mechanism are inproper Working condition. and such that if they are not in proper-woikincondition an application of the brakes siall immediately be made.

,Still another object is to so construct my improved train control andsignal mecnanism that on entering a block a danger application of thebrakes shall be made unless a clear signal or a cautionary signal is imlnediately received.

Another object is to so constructthe signal` mechanism that in additionto automatically controlling the speed of the train, signals shall bedisplayed Within the cab of the engine whereby the engineer may readilydetermine Whether he is running his train under a clear signal, acautionary signaler a danger signal and provisicn'shall be madeacteristic signal ifly any chance the signaling mechanism. is vout oforder and does not properly Work.

Still another object is to so construct the 'for the application of thebrakesand a char-V mechanism that a break of any Wire of the cab signalsystem except the clear signal Wire, will cause the brakes to be appliedand, 'in this connection, to provide a rnechV anism wherein if theVclear si. nal wire breaks, While the brakes will not e appliedimmediately, yet the brakes will be applied at the entrance end of thenext block.

further object in this connection is t0 provide means whereby after theclear signal Wire breaks and the brakes are applied,

the engineer may ,release the brakes andper* mit the train to go forwardbut not beyond a ver.y low speed. A

Stil another object is to provide a cab signal mechanism in which thereshall be `at least two elements which mustfail in order topermit a trainto enter a block already yoccupied by a train.

Another object isto so construct the cab signal mechanism that if thewires leading from the test or shoes should break, the clear signallight would immediately go out and the brakes be immediately applied andremain applied until the break or interruption in the broken wire ismendedor unt-il the engineer can cut out the signal mechanism, and in.thisl connection to provide means whereby if 'the Wireleading from theclear signal shoe or be applied.' i Still anotherobject is to provide aclosed circuit cab ignaling reak or ground will' cause a -dangerapplication of the brakes, and thus, bring the train to a stop, untilrepairs are made.

A further'jobj'ect is to provide means contact should be grounded thebrakes will I whereby afsignal of some 'sort Whether clear,

cautionary, org' danger, will alwaysbe ret)tieived at the entrance end`of each block, 'and the failure to receive a-propei sign-al willautomatically cause an application of `the'rbrakes.

` Still another object is to provide a mechanismvfwhereby the brakeswill be immediv. anism acting, however, if

`35 ately and automatically applied but wherebythe engineer-canimmediately throw off the brakes provided the seed of the train isWithin the limit'set for anger, this mechthe speed is too high to;prevent the release o'the brakes, and to this end toprovide two circuitclosers necessary to be closed in order release of the brakes, onecircuit closer acting autoinaticallyand being dependent upon the speedofthe train and the other being manually actuatable.

Still another object is to provide means whereby if a danger signal isreceived on entering a block, the train will be brought to a suddenstopY unless the engineer immediately closes the circuit, and wherebthis closing of the circuit will release the rakes but will not permitthe speed to be. increased beyond five miles an hour or some otherpredetermined rate, and whereby, if onfentering a ysecond block thetrain shall receive a danger signal, the train will be again brought toa full stop immediately closes said circuit.

Still another object is to provide a mech-M aiiism wherein, if acautionary signal is ref ceived and if'thc train is running at acautionary speed, that is, within a certainA limit of speed, thecautionary signal will show,and brakes will be applied if the engineerdoes caution oi' danger contacts system in which a tion, of the ventvalve to permit the' test shoe, the clear y y rectly to the track railsunless the engineer..

not close a certain circuit, but, whereimjf the engineer closes thiscircuit when the train is running at cautionary speed, the

brakes shall not be applied. If, however,

l.the speed of the train is above what may be termed cautionar speed,then the brakes arenot release until the speed of the train is reducedto a safe and predetermined degree. Y

Other objects will appear in the course o1 the following descri tion.

My invention is i lustrated in the accompanying drawings, wherein Figurelis a diagrammatic view of my cab signal mechanism.

Fig. 2 is a perspective view of the automatic circuit making andbreaking meclianism.

Fig. 3vis a side elevation of the construction, the outer casing andframe'beingin section on the line 3-3 of Fig. 4.

Fig.4 is a view on the line 4.-4 of Fig. 3. FF'g. 5 is a section'on theline 5-5 of i 4. gig. 6 is a rspective view of certain detents and theirco-acting armature.

Fig. 7 is a detailed view partially in secma et.

Big. 8 is a longitudinal vertical sectional view of one of the trackContact switches;

'Fig 9 is a horizontal sectional viewvof tliesame; I

and its -controlling y Fig. 10 is a diagrammatic view of a track wii'insystem with which my signal system may e employed. v

Corresponding and like parts are reid/erred to in the followingdescription and indi/cated in all the views of the accompanying.drawings by the same reference characters.

Referi'ingto the diagramma-tic view of Fig. l, wdesignates the rails' ofa track and X a truck representative of and staiiding for a vehicle suchas a locomotive, tender or car traveling onA the rails. Carried by thetruck are the four shoes, a, 6, c and d. These letters designate,respectively, the shoe, the caution shoe and the danger shoe. Theseshoes are adaptedto contactfwith. the track contact switches one ofwhich is illustrated in Fig. 8. These contact switches are fullydescribed and claimed in my prior N o. 758,452, filed on the 1913.

The test contact switch 2nd day of April,

while the caution, clear and danger contact is wi'tliingavpredetermineddistance.

Mounted in the cab `of the engine are four A is grounded `diswitches areconnected to the 'blocks ahead. yas willbe later described, lin suchmanner that the danger application, Serial slides, i, i2, Band 4. Theseslides are ver tically arranged and are disposed 1n a suitable framez aswill be later described and shown in Flg. 2. The slide 1 is urgeddownwardszy a spring 5 but is normally held in when it is depressed, asby a depression of slide 1, it is held depressed by a latch or .bolt1l0.

the .torce of a spring 11 by a latch 12..` The 1,5 slide 3 is normallyheld raised by a spring 13, but` when depressed is held depressed by alatch *14. The slide has an extension 15 which is engaged by the slide4f in its down-r ward movement" so that a depression of the slide 4depresses slide 3 1n the same manner' as a depression of the slide ldepressies the slide 2. Slide 3 has an extension 16 the upper end ofwhich is'provided "with a nose 17 engageable with a -beveled faced lug1G on the latch 10 upon a depression of the slide 3. Thus if the slide 2is depressed and held by the latch 10 then depression' of the slide 3will cause the nose l? to engage aV ,lng projecting from the face of thelatch l0 and' cause the latch to lift., permitting the slide 2te bedrawn upward.

The slide 1 carries a projecting contact member 19 which is insulatedfrom. the body of the slide. The slide l also carries a pro jectingContactv member it) also insulated from the body oit the slide, Theslide 3 has a projecting contact member ill. insulated from the body oitthe slide and havin ,g two oppositely projecting tapered faces. The 4Uslide 2 has a projecting contact member 22 which, however, is notinsu-lated from the body of: the slide. This contact member has op ositely disposed beveled' contara;

. ach of the several latches e, lll, 1:? kand 14 is" controlled bf acorrespomling electra ma et, which wh the 'ch from its e gare t with theslide. All ot the llatches a re forced into engagement with the lseveralslides 'by being resilient.

Im other words th'ey are spring-actuated latches.

The magnet controlling the latch 6 is 'designated 23; the magnetcontrolling the ylatch 12 is designated 24. The magnet controlling thelatch 10 is number and the magnet controllingthe latch i f lo d` nated26. i y

The contact member 19 carried by the slide 1 normally.electricallyengages with con- '50 tact ng'erg, 27 'and 2.8, one of which iscoinnected by a wire 29 to the `point 30 of a one point relay magnet 30which normally las contacty with 4the' terminal Y of a Wire 31 whichpasses through an electromagnet B2 find thenfto a ground 33. The magnet32 o withdraws controls a vent-valve which when open pen mite the escapeof air from the brake pipe of an air brake system and when vclosedprevents the escape of such air. Then the ventvalve is opened thepressure in the brake pipe of the air brake system will be reduced andthis will cause thebralnas to be applied in the usual manner.

v-'From the Contact tingen QT extends a Wire 34: to a contact fingerwhich normally has 75` electrical engagement 'with the Contact men1- ber20. Also normally in engagement with The slide 4 is normally heldraised, against the member 120 is a linger 36 from which a Wire 37.extends to a generator G, the other side of which is grounded at 3S.lVhile I 80 prefer to use a generator,` any other source of electricalenergy, asifor il'lstance, a storage `battery may be used. lt will thusbe seen that normally mirrent flows from the generator tl'lreugh themagnet 3Q, energizing 85 this magnet Iand holding the vent `valveclosed. 1When the circuit is 'broken either by a depressioi'i of theslides 1 or Al, or by' thedenergizing of magnet 30, the magnet 32 willbe delinergizcd which will cause the opening o't the Vent valve, as willbe later sta-ted, and the application of the brakes.

The magnet 30 on one side connected to a ground 39 and on the other toa` Wire 40 which has three stepped terminals 40, l0b 95 and d0.Clo-acting with these terminals are the `Contact points Alla, 4lb andlll, These are arranged to be shifted in the order named by a speedcontrolled centrifugal governor 42.- This may be of any suitable type.As 100 shown, beweren rotation is communicated tothe shaft of thegovernor from the train by any suitable means and as the speed of thetrain increases the governor balls will be thrown outward centrifugalaction. This will raise rod gt3 and as the rod rises it will first liftthe contact point or switch 41"l 4 4troni contact 'with the terminal 40.After the point lll. has risen a certain distance it' will operatively`engage the point 41h Which 110 will lbe l d trom'contact with tbe'pointi a raised a predetermined operatively engage the point` distance it-illc lifting it trom its engagement vwith the point 40E. l

The point lll is connected by a 'Wire 44 to a contact ringer fifiinsulated from but disposed adjacent to the fingered from which' extendsaWire l? to a danger signal which, as illustrated, has the forni of ared electric 120 lamp'dd, this lamp being connected to ag'gro'liiifl-"fll "l'heslide 2 is electrically con-` nected., will belater stated, with the generator and hence, when the slide 2 is denthier cih the slide and, dividing at the con-A and 46, will pass to thelamp #i8 and @rand and, by Way of 'Wire 44 t0 the contact-id and thusthrough the ,nuagrom the contact nger 50 and the wire 51 to the contactmember 21 on tue slidn 3.

When the slide 3 is raised, that is, when the Yslide 3 is in its normalposition the contact member 21 engages the pair of fingers V52 and 53whichare insulated from each other.

From the fingerY 53 a wire 54 leads to the White light 55 and so to thecommon ground 49. From finger 52 a wire 56 leads to the point 41.

Thus, when-the slides 2 aud3 are in thev position shown in Fig. 1,current will pass from the generator to the slide 2, thence by waypf thelinger tothe Contact member 21 a'nd then, dividing at this point thecurrent' will pass to the white light" to and through the magnet 30energizing this magnet. Vhen the slide 3 is depressed the con tactmember 21 electrically engages the spaced fingers 57 and 5S. From 58 awire59 .leads through a green signal lamp 59 to the ground 49 and fromthe finger 57 a wire 60 leads to thepolnt 11"l and thence tothe ground39.

It will be seen that it will require only a rise of tra/in speed above arelatively loW degrec to lift the contact point 4l and break the circuitthrough the Wire'44 to the magnet 30. It will'also be seen that agreater rise of speed will lift the point 11b and break the circuitthrough the wire tothe magnet 30 and that it'willrequire a still greaterrise of train speed to lift the contact point 41 and break the circuitthrough the Wire 56 to the magnet 30. The governor may be arranged tobreak these circuits at any desired rate of speed, but it maybe assumedthat a speed of under five miles an hour will not cause lifting of thepoint llbut that a speed of over five miles an hour Will lift the point4P. A speed of under twenty miles ,an hour will not lift the point 41but when the trainis running over twenty milesan hour the point 41hwillbe lifted. A speed of over fifty miles an hour Will lift the point41.

When the train isrunning under a clear signal the parts Will have theposition shown f in-Fig; 1. The point 4:1. will be active, thaty is,current will pass from the generator through the point 41 to the magnet30, but the points 41 and 41h Will be inactive. If at this time thespeed of the train is above fifty miles an hour, `assuming fifty milesan hour for the maximum speed allowed, then all the conta-ct points willbe lifted, including the point 41c and the magnet 30 will beYdeenergized. breaking the circuit through the magnet 32 at the point30* and the brakes will be applied until the speed of the train slackensto or below the maximum speed indicated.v When a cautionary signa lisreceived, as willpresently appear, the points the terminal of a wire 4land 41'e will be rendered inactive and thpoint 41b active hence, if .thetrain is rune ning at more than twenty miles un hour When the cautionarysignal is received, or should attempt be made to run ata spoed higherthan twenty: miles an hour under a cautionary signal, the point 41h Willbe lifted (the point 41 being alsolited)- and the circuit. will bebroken through the magnet 30, causingan application ofthe brakes untilthe speed of the train is reduced to twenty miles an hour or below.l/Vhen a danger signal isreceiyed the points 41h and 111 'are renderedinactive and the point 4:1 active and if, when the train is runningunder -a daugersignal the speed is higher 'thana minimum of say, fivemiles an hour, the circuit will be broken through the wire 4-1 from thegenerator, then the magnet 30 will be de energizedand the brakes will beapplied .until such time as the speed of the train From the cautionaryshoe cf extends a.

Wire G5 which passes through the magnet 211 and thence 'extends bygenerator.

From the test shoe-.fz extends a Wire 66 which passes through atwo-point relay magnet (i7 and then extends to the wire 29 by which itis connected through the points 28 and 27, 35 and 3G to the generator.

From the cautionary shoe o' extends a 'wire U8 which passes through theone-point relay magnet 69 to aground 70 and from the danger shoe entendsthe Wire- 71 through the onefpoint relay magnet 72 to the ground 70. iBoth of the magnets {59 and 72 are high resistance magnets to preventenergization of low resistance magnets in the same circuit. l f From theWire 66 extends a Wire 73 having a terminal normally in contactznliththe point 62 of the relay 62. This point 62 is in turn connected by aWire 741-', to v'apont 67*l which is normally outvof electrical contactwith the ground 75.

From the test slice a extends a Wire 76 lwhich is connected, to apoint2" which is normally in'` contact with the terminalof a Wire 7 7leading to the point v67b of thetwopoint relay 67.-,This point 67? isnormally inA contact with the terminal of .-a' ,wire -78 leading to apoint 72a of. the relaymagnet 72. This point isnorma-lly in contactlwith79 leading to the point the Wired? to ther after receiving the testsignal the shoe c is grounded by its en gement with the contact switch Cwhich' ,as been previously grounded by the presence of a train apredetermined number of blocks ahead, then the magnet 24 is energized.This withdraws the latch 12, allowing the spring -11 to draw the slide 4downward and this draws downward on the slide 3.' The downward movementof the slide 4 breaks the circuit from the generator to the valve con'-trolling magnet 32, which causes an application of the brakes. Thedownward movement of the slide 4 carries with it the slide 3,

as previously stated, .which breaks the, circuit through the white lightand 'through the point 41",- and establishesV a circuit through thegreen light 59.and through the point 41" to themagnet 30. If at the timethe'cautionarysinal is received the engineer is running is train at aspeed not ater than'v twenty miles an hour, (assuming this to be themaximum speed allowed for running under a cautionary signal) theengineer can"ie'lease the brakesbyl mecha-v f nism which will belaterfstated and which is shown in Fig'. 2, this mechanism operating tolift the slide 4. It cannot, however,

i' operate to lit the slide 3 .as this slide is held downward by theengagement of the nose 18 with the lug 10 of the latch 10. This manuallifting of the slide 4 will again close the circuit from the generatorthrough the magnets 32, provided the train isfrunning lat the cautionaryspeed ofv under' twenty miles an hour.,v If, however, the

train is running above the cautionary speed of twenty miles an hour, thelifting of the slide 4 bylha'nd and the closing of thecircuit throughthe magnet 32, then t-he fingers 35 and 36V will not affect theenergizing of.

the ma et 32, vfor the reason that the'circuit wil be broken between thepoint 41" through the magnet 30 and,A therefore, the point 30 will beout of contact with .the terminal of the wire 31. *It will thus be notedthat there are two places where the circuit through the magnet 32 willbe broken:A One of these breakspmay be closed by hand but the other isclosed only if thev speed is within the maximum limit set for runningunder the particular signal which is disp eyed. If, 'aifter the test hasbeen received, the danger shoe d upon its engagement with the danger`contact switch D is grounded bythe Brevious grounding of the contactswitch then a circuit is completed from the generator by way of the wire63--64 through the magnet 23 to the danger contact shoe and thence tothe ground. The energizing of the magnet 23 withdraws the latch 6 fromits engagement with the slide 1 and the spring 5 causes the slide l todrop, carryingwith it the slide When the slide 2 '25 and 26' will beenergize drops the laten l0 ,engages in a riotchlin the slide and thusholds til another si al is received. The dropthe slide 2 lbwered unpingvof ,the slide 1 breaks the circuit from the generator through thecontact fingers 27 and 28 to and through the magnet 32 which causes theapplication of the brakes. The

.drawing down of the slide 2 vbreaks a circuit from the generatorthrough either the cautionary or the clear light, which ever* l happensto be burning, andestablishes a circult betwen the 48 and between t egenerator and the point 41l and from thence by way/ of the wire 40 toand through th'magnet 30. It will thus be seen that a circuit throughthe redsignal light is established and that a circuit through the valvecontrolling magnet 32-is broken so that a danger application of thebrakes is secured, and the danger signal displayed. If the speed of theengine when the danger signal 1s received is above the minimumprescribed for running under' gneratonand the red lampl a danger signal,as for instance, above five" miles an hour, the oint 41 will have beenraised so that the clrcuit through the magnof f net 30 is broken, thusreleasing the point 30* and breaking acircuit through the magnet 32. If,however, the train, when it receives its danger signal is running at aspeed below five miles an hour or any predeter- 'mined minimum speed,then the circuit will only be broken at the gapbetween 2T and -28 andwill not be broken by the point 30. Under these circumstances the slide1 may be again raised to close the circuit throng the magnet 32 `bymanual actuation, as will be later described and the brakes may bereleased. Thus it will be seen that the brakes while appliedautomatically upon the receipt of a danger. signalmay be released by theengineer prcyided the trainis 'running atea speed less than five milesan hour', but

that if tle'train is running at a speed.

greaterthan tive miles an hour the engineer cannot prevent theapplication of the brakes or release the brakes until the speed has beenreduced below five mil'es an hour, A

The train will continue lto `rununder a danger signal and atV apredetermined slow speed until the next block is reached. If here uclear signal is rec ved the ma l The energizing of magnets 26 willmerely reciprocate the latch 14 lbut the energizing of magnet 25' willcause the withdrawal of latch l0 from it's engagement with thev slide 2and the izo;

spring 9 will cause the slide to rise, thus t breaking the circuitthrough the red light.

and through the point 41", and completing a circuit through thewhitellight and through the point 41.

It will be understood that if here a cautional-y or danger signal isreceived the engineer manually returns the slides l and 4.-

to. their normal positions by .means which wlll be laterl described.prevent the application of the brakes 'proA videdthetruin is notrunnilngI over either the' cautionary speed linut or the danger To thelegs of this strip is attached a. transverse extending strip 8f4. Theslides are su ported for vertical movement in guide 85 which passthrough the strips 83 end 84, as shown plainly in Flg. 9.

Aliomounted on the base is the support.- ing` member or bracket 86supporting the Contact fingers 52 and 53. 'lhere are certain differencesbetween the Adlagrammatie view of this" mechanism in Fig. 1 and theoonstructionns actually used and. shown in the remaining figures. Thesedi llerences do not in any wayall'ect the operation of the mech.`

, anism but in the diagram it is found neces-- sary to distort theactual shape of the slides in order tomake the drawings and opera tionclear land, thus., while in the diagrem 10. As e matter of fact theselugs are conmatic view there is shown. two. magnets 25 @and 26 onegoverning the letcli 10 and the v otherigovermng the latch 14, inreality there is only one magnet used and this magnet in Figs. 2, 3etc., is desi nated 25 and 2.6.

In Fig. 1 again the atches 10 and l-i 'are shown as disposed one belowthe other 'while as u matter of fact the latches are disposed side byside, as shown clearly in Fig'. 6, the

latches being of spring metal and having their lower ends bent outwardand notched as at 10T and 14. The armature 87 of the magnet'. v25 and 264is connected. `to these spring pawls or latches 10--14 by means of enangular member 88 which is fastened to the armature yand which has u.lip 89 err-- tendi into the notches 1.10b and l-il" Whereas in theiagrammatic View the latches 10 and y 14 are shown as provided withoutwardly projecting lugs, one of which is designated stituted in theWorking embodiment of' my invention by the inwardly turned extremitiesof the spring pawls or. latchesi these inwill be established between thevent 101 and adapted to engage with the Ilug; 19 and thev slide 2 isprovided with the `doivnvvnrdly extending prolongation in Fig'. l1adapted. t0 contact with the lug 14. nIn nctual constrnrtion the edge ofthe slides 3 are provided with notches which engage the ex;

This will sullice to.

tremtie's of the pewls 10 and. 14 and also provided with inwardlyextending thickenedlngs which are adapted to engage with the 'outwardlyprojecting lip 89 and member so thatwhen either one of the slidesl is'depresscdit will act to release the corre# spending' puvvl from theother slide so es to permit that slide to rise. These inwardly extendingthickened pontions have, therefore been designated 1'6* end 16".

. .lt will be noted from Fig. 4 that ell Hof the slides 1, :2, 3 ettheir extremities and it is through these extremities that the guiderods 85 pass.

The means whereby the Slides 1 and 4 are manuslly raised after adepression. caused and l are angulerly bent by the receipt of acautionary or danger sition shown in Fig. 2. VVhen the lever isdepressed either one of the `slides 1 o r 4 which happens to be dropped.will be raised to its 'normal position ngainst the force of the' springswhich. ect to drew the slides downward.

The mechanism shown in Fig, 2 is intended to be inclosed Within a casingthrough which projects the extremity of the lever 90, this lever beingconnected to any suitable actuating rod or cord 96. In Fig. 7 Tshow edetailed view of the vent-valve and the armature magnets 32,

whereby' the ventvalve is operated. In this ligure 97 designetestl'xesupportingr frame which carries the magnets 39, Slidingly mounted onthis frame the armature 98. The upper portion 'of the frame 97 is formed.with e. valve casing 99 havingr a valve sent 100 and a vent 101.co-acting.;r with the volveseat 100end operating Within 'the' casing 99is a valve 109, this valve having a reduced portion 103 which is adaptedwhen the velve is open to register with the vent 101. The valve casing99 has extended from it a duct 10d which connects to the equalizingreservoir of en air brake system, not shown. When the valve is dropped,communication the duct 103 ceusin a venting of the equalizing reservoir.T e valve 102 Vis mounted upon a stem 105 the lower end lof which" isnicked as at 106. Surroundingl this stem` but spelend therefrom is asleve107. Attached to the larmature 98 is afsleeve 108 'which surroundsthe. stem 105 which isattached lto the armature and Miic'h is internallyscrew threaded at its lower end.

gages'the end of the valve stem.

' It will be obvious now that when the 'magnets 32 are energizedthearmature 98 pvill be drawn up against the magnets and the valve 102`willbe held to its seat. When,

y however, the magnets are denergized'the arvature andthe valve aredropped.-` By rotating' the' adjustingr screw 109 the valve may beforced upward or allowed vto move downward and thus so adjusted that itwill engage its seat iustbefore the armature 98 engages the pores of themagnets. Furthermore, by this construction the valve may be rotated bythe insertion of an implement into the nick 106 so as to cause its faceto ground upon the face of the valve seat and thus secure a thoroughlytight joint between thet'ace oft' the valve and the face of the 'valveket.

`The form of contact switch used by me is`snown, described and flaimedin my prior application for patent.` Serial No. 758,453, tiled on the2nd day of- April, 1913, and forms no part of my present invention. Inorder to illustrate my present invention, however, this form of contactswitch is shown in Figs. 8 and 9. It` comprises a casing 112 mountedupon the ties beside the track. Passing through this casing is arock-shaft 113 from which projects an arm 1M connected to a spring 115which resists any movement of the rock-shaft in either direction but, ofcourse, yields to such movement. Projectin-,eF upward from the rockshattis an arm 116 with which the corresponding shoe on the train is adaptedto contact. Also mounted upon the rock-shaft is a relativelyk shortarmpllff lying in the plane of a knife switch, this arm being adaptedwhen the rock-shaft is turned in the direction of the arrow in Fig. 8,to engage between or with the contact springs 118. Now if these'conlaetsprings 118` be `rounded and the arm is turned over so as to bring thecontact member 117 into electrical engagement with the springs 118 it isol viousthat electrical engagement will be made between .the ground andthe shoe engaging the arm 116.

in Fig. 10 l have illustrated the arrangement of track contacts inconnection With a block for signaling thc conditions inV blocks A. l andC. As there shown, a battery a is bridged across the rails of-eachVblock adjacent one end` and the track contacts A, ll. C and D aredisposed adjacent the other end of the block. A wire permanently iroundsthe test track contact A to one of the rails, while a. Vwire leads fromthe track contact B to a pointn of a tW0- point relay c which is'bridgedacross the rails of the next adjacent track. When this to the ground,the contacttfC being the cau-- tion c ontact. Y y

It 1s not believed necessary to reeapitu- -late the operation of theinvention as it is believed that it will be fully understood from whathas ,e'onev before, but attention is again directed to the fact thatwith my mechanism the engineer receives three signals, viz., a clearsignal, a cautionary signal, and a danger signal so that he knowsexfleading to `a ground, while actly the condition of the't'rack ahead.Furi ther-more, unless the tram is running at a speed not greater thanthe speedv it should run then after having recelved a cautionary .ysignal or a danger signal the speed ,of the train will be reduced untilit is within the proper limit and with this reduction in the speed ofthe train, caused by the application of the brakes the engineer hasnothing to do. It is automatic in its action and the enginecr cannotprevent the application, of the brakes. Furthermore, the engineercarm'otrelease `vthe brakes so long asv the train continues to run at a. speedgreater than -it should under a cautionary or a danger signal. j

Furthermore, if on' a perfectly clear track the engineer attempts to runhis train faster .than a certain predetermined maximum speed the brakes'will beautomatically set and the speed reduced to the proper degree.

It will be obvious that my invention does not in any way prevent theapplication of the brakes by the engineer himself, nor in 'any wayaffect the proper control of the train by the engineer.

Vhile I have described the cautionary contacts as being` disposed at theentrance of a block, it is preferable that the cautionary contactswillvbe disposed at the middle of the block. llVhenev-er it is desirable toreduce the speed of a train, as for instance, at the beginning?` of adangerous curve or at the entrance of a. bridge 'or in runningthrough atown, it is entirely possible to place a cautionary switch or av dangertrack contact switch permanently ,f ,frounded which will cause theactuation of the brakes to reduce the speed of the train either to aspeed not greater than twenty miles an hour, for instance, or a speednot greater than five miles an hour, for instance. It will bc seen thatmy invention eliminates all possibility of the engineer taking chancesand pushing his train at a high rate of speed in order i 'stanceforcutting out theautomatic mecha-f to make up time. I there is anyfailure in this system the mechanism will be shifted to a dangerposition and brakes applied to;

bring `the train to a speed of less than live miles an hour. This willautomatically prevent the engineer from running the ltrain at a highrate of speed until he can repair the damagedconncction or reachv astation Where he can secure a key whereby to unlock the casingsurrounding the air-valve, Vfor instance, and thus close the air valve,even though l the magnets 32, be denergized.

After that, of course, the train will run in the ordinary manner, but itis obvious 4that the' engineer will have to report forainnismgto the,station agentjrom whom he procuree the key and ththewill have to run`onA telegraphic lorders from there on to 'his destination unlesshefmeanwhile repairs #his Vdamaged .mechanism is claimed as new is Thispresent system does not in any way prevent the use of semaphore signals,such as are now used on block systems, but it does vaway with the'necessityy of these semaphore signals, as the engineer receives thesesame signals in the cabof the engine.

By the terms vehicle and train,as employed in theclaims, I intend loindi 'cate any vehicle orronnected vehicles adapted to travel upon trackrails, such as a locomotive, a locomotive and its tender or what -iscommonly known as a train including a locomotive, tender' and one ormore ears,

Having thus described thel invention what l.. In a vehicle, the.combination brake applying means, of a maximum, a minimum and anintermediate speed gov-V erned means for automatically actuating thebrake applying means to apply the brake on an increase of the vehiclespeed beyond a maximum, a minimum or an intermediate speed,respectively, and meansgoverned by tl position of` another vehicle forautomatics renderingany one of the speedgavem :means active.

' g2isln' afvchicle, the combinationivith a brake "applying means, of a'minimum, a

'maximum and an intermediate speed-govf f emedfmans for automaticallyyactuating the baie paying means .to

.an of vehicle spe Bmu'm, a minimum-orintermediate speed, re-

a ply the brake, on f beyond a maxi spectiveiyg-one of said'means whenin operation rendering-'the'others of saidmeans nl active, andmea'ns:governed by thepositionv -d of anothervehi'elefor rendering any oneof3. In a vehicle,'fthe combination with a. `brake applying means, of aplurality of' speed governed brake applying circuits,each controllingthe' brake applying `means at different 4'iehicle speeds, each whenactive said speed governed means active.

4withy a placing the other speed governed circuits out of operation,each circuit operating to apply the brakejwhen the vehicle speed isgreater than a predetermined speed, and. vmeans governed by the positionof another vehicle forQrendering any,one of said speed governed circuitsactive.

4. In a vehicle, the .combination with a brake applying means, of aplurality ogI speed governed lbrake applying circuits, e c controllingthe brake applying means at different vehiclel speeds, each W activeplacin tlegother speed governi circuits o operation, each circuitoperatingo Sap'plythe brzke when the vehicle4 speed greater 'than apredetermined yspeed, an means controlled by the position of anothervehicle on the' same track for automatically rendering any one oftheeaid, speed gov# erned circuiti: active.

5. In a' vendette wmbiniaon wia a brake applying device, of'tafplurality of.

means for automatically adzuating the brake applying deviceto applyntliebrake to be operated -in di'erent circumstances, maximum, minimum andintermediate speed gov# erned-means for automatically actuating i brakeap lyin device to a 1 -the bm the miniiioium ind intermediiiteY speederned means being placed in' condition for operation' upon the actuationof a corresponding first-named means, and each operating to apply the4brake if the speed of the vehicle is greater than the minimuml or'intermediate speeds, respectively, the Vmaximums'peed governed meansacting to actu- 'jate the brake applying device to apply the brake if4the speed ofthe vehicle is greater` than the maiiimum, and manuallyoperable means for actuating the brake applying device torelease thebrake after such an automatic application .if the -speedis belowintermediate or minimum limit.'

' 6. In a vehicle, the combinationwith a brake applying device, of aplurality of means for automatically actuating the device to apply thebrake' to be operated under different circumstances, maximum, minimumand intermediate speedgoverned means for 'automatically actuating thedevice to apply the brake, -the minimum and inter*4 mediate speedgoverned means being placed in condition for operation upon theactuation of the corresponding first-named means and each operating toactuate the brake .ap-

i201 ply'ing device to apply the brake if the speed y of the vehicle isgreaterthan the 'minimum y orV intermediate speeds, respectively, .the

. maximum speed governed means operating to actuate the brake* -applylnI v device to apply .the brake iithe speed o the vehicle is greater thana maximum speed, means for=renderinglanyjone of saidV speedgovmeensactive and, coincidently 'ren- B dering .the ctherfspeedv'governed means in- 1to1 A active, and manually operable means foractuating the brake applying device to'release the brake after suchautomatic application if thespeed of the vehicle is below theintermediate or the minimum limit.

7. In a cab vsignal system, the-combinationl with a vehicle and a brakeapplying device, of a plurality of different signal devices, independenttrack controlled circuits for actuating each of said signal devices,means for actuating the brake applying device to apply the brake uponthe actuation of certain signal devices, and means for actuating thebrake applying device to release the brake provided the speed of thevehicle is within a certain-predetermined limit.-

8. In a cab signal system, the combination with a vehicle and a' brakeapplying device, of a track controlled clear signal, a track controlledcautionary signal, a circuit for actuating the brake applying device toapply the brake upon the receipt of said cautionary signal, and meansfor actuating the brake applying device to release the brake providingthe vehicle is moving at a speed less than a predetermined speed.

of a train in "'proximity thereto, a cautionary track contact adapted tobe grounded by they presence of a train Within a predetermined distancethereof, and a danger signal track Contact adapted to be grounded by thepresence of 'a train in proiimity thereto, of a vehicle, a clear signal,a cautionary signal and a danger signal, a clear shoe, a cautionaryshoe' and a danger shoe adapted to engage respectively with lthe clear,cautionary and danger track contacts, means actuated by theengagement ofthe clear shoe with the clear trackcontact when grounded, for actuatingthe clear signal, means actuated by the engagement" of the cautionaryshoe with the cautionary track contact when grounded, for rendering theclear signal inactive and for rendering 9. In a cab signal system, thecombination v with a vehicle and a brake applying device, of a trackcontrolled clear signal, a track controlled cautionary signal, a trackcontrolled danger signal, circuitsfor actuating the brake applyingdevice to apply the brake upon the receipt of either thecau tionarysignal or the danger signal, and manually operated means for actuatingthe brake applying device to release the brake, when so applied,provided the vehicle is moving at speeds less than predetermined speeds.l

l0. In a cab signal system, the combination with a vehicle and a brakecontrolling means, of a track controlled clear signal, a

trackcontrolled cautionary signal, a track -controlled Vdanger signal,means for actuating the brake controlling `means to4 apply l thebrakeupon a movement of the vehicle under-ajclear signal at a speedgreater than a predetermined speed, means for actuating the brakecontrolling means to apply the brake upon the receipt of a cautionarysig# nal, means for actuating the brake control- 'ling means to releasethe brake after the receipt. of a cautionary signal providedthe vehicleis moving at a speed less than a .pr-e determined speed, Incans foractuating the brake controlling means to apply the bra kc on'the receiptof a danger signal, and means for actuating the brake controlling meansto release-the brake afterthe receiptv of a 'danger signal providing thevehicle is moving at a speed less than a predetermined speed.

' 11.`In a block signal system, a track, a clear, signal track contactmounted thereby and adapted to bcl grounded by the absence thecautionary signal active, and means actuated by the engagement of thedanger shoe vwith the danger track contact when grounded, for actuatingthe danger signal and for rendering the cautionary and clear signalsinactive.

l2. In a block* signal, the combination.

with a track having clear, cautionary and danger contacts mountedthereby, and

means for grolu'iding the clear contact upon the' absence of :L train`Within a predetermined distance jthereof, and for grounding thecautionary anddanger contacts upon the presence of a train on thetrackahead u'ithin predetermined distances thereof, ofA

a vehicle havin-g clear, cautionaryand dan.- ger contact shoesadaptedto. engage the track contacts, a brake'controllingmeans, means foractuating the brake 'controlling means to apply the brake, upon theengagement of either-the cautionary or danger shoe with its respectivetrack contact when grounded, and means for `actuating the brakecontrolling means 'to release the brake if previously applied upon theengagement of the clear shoe 'with the clear .track v contact whengrounded.

In a block signal system, the combi,-

nation with. a track,having thereby clear,V 'cautionary and danger trackcontacts, and 5 means for grounding the clear contactupon groundingthecautionary and danger track contacts, respectively,.uponv the presenceof a train on the track aheadwi'thin certain. predetermined distances ofa vehic1e,.cle`ar, *120 rautiomlry and danger contact shoes car# ricdupon the vehicle .and engageable, re.-

spectively, leach with a' 'track contactcl,ear,

cautionary and danger signals, electrically-'.4'. i-

actuated brake applying means', means 'ac I tuated by engagement of thcclear shoe with the'. clear track contact for 'operating Ithe tze clearsignal, and'actuating the brake apply. i ing means to releasethe brakeif previously muy...

i" `rtrolling means on the vehicle, a plurality of ignacio applied,means for operating the cautionary signal and. rendering inoperative theclear signal upon the engagement of thc cautionary shoe with the'cautionar track contact if rounded, and for coinci entally actuating t1e brake applying means to apply the brake, and means acting upon theengagement of the danger shoe with the danger track contact, ifgrounded, to operatethe danger signal and to render inoperative thecautionary and clear signals and to apply the brakes.

14. In a block signal system, the combi nation with a track, dividedinto blocks, of a vehicle moving on the track, brake con signal devicescarried on the vehicle, means actuated at the beginning of a block, forcausing the denergizing of all of said signal devices and the applca'tion of the brake by the brake controlling means if no other signalis immediately received, and means for actuatin one of said signaldevices and releasing said' brake by the brake controlling means if theblockahead is clear, o1` for actuating another of "said signalingdevices and for holding the brake applied by tlie brake controllingmeans if there is a trai-n on the track ahead within a predeter mineddistance.

15. In a block signal, s stem., a track diyided into blocks, a vehic eoperating therea source of electrical energy mounted on the vehicle,danger, cautionaryand clear' signals, each disposed in a circuit withthe source ofenergy brake controlling means, means actuated by thearrival of a, train at a predetermined point in ,the block for breakingthe circuit through the several signals and momentarily actuatingthe'brake vcontrolling means to apply the brake, and subsequently actingmeans for completing a circuit through either the clear, cautionary.brake and 4.subsequently acti or danger signals, said means acting tohold the brake applied by the brake controlling means on a completion ofthe circuit through either the cautionary or the dan er signals but torelease the brake by thel rake controlling means upon theV completion ofthe circuit through the clear signa 16. In a block signal system, atrackdivided-into blocks, a vehicle, electrically operated brakecontrollingmeans and a source of electrica'lenergy thereon, a dangersignal, a cautionary signal and a clear signal each disposed in acircuit with the source of energy, and' means actuated by the arrival ofthe vehicle at a predetermined point in the '.block, forbreaking acircuit through the several signals and for `actuatin the brakecontrolling-'means to momentari y apply the means for completingacircuitlthrough t e clear signal and for actuating the brakecontrolling means to release the brake or for completing a circuiteither through the cautionary,

or the danger signals and for continuing the application ofthe brakes bythe brake controllingmeans upon the completion of the circuit througheither the cautionary oi' danger signals.

17. In a block signal system, a track djvidcd into blocks, a permanentlygrounded test contact near the track, a clear contact adapted to begrounded by the absence of a train on the track ahead Within a predeterImined distance, a cautionary contact adapt- "-f ed to be grounded by thepresence of a train on. the track ahead Within a certain predetermineddistance, 4and a danger contact adapted to be grounded by the presenceof a train on the track ahead Within a certain other predetermineddistance, Va vehicle operated on the track, a ysource ofelectricalenergy thereon, a clear signal, a cautionary signal, and a dangersignal, each disposed in a circuit with the source of energy,electrically actuated brake controlling means disposed in a circuit withthe generator, and means actuated by the arrival of the vehicle atthetest contact for breaking the circuit through the several signals andthe circuit through 4the brake controlling means to thereby momentarilyapply the brake,

and subsequently acting means engaging the I clear, cautionary or dangercontacts and acting when one or the other of these contacts is groundedto complete a circuit through' -either Athe clear, cautionary ordangersignals, the completion of the circuit through the dangerorcautionary signals acting to break thecircuit through the brakecontrolling means and thereby apply the brakes.

18. In a block` signal system, a track dif vided into blocks, atestcontact, a clear contact, a cautionary contactand a danger contactdisposed near said track, the test contact being permanentlygrounded,rar vehicle traveling on the track, a source of electricalenergy thereon, a test,` clear, cautionary and danger shoes adaptedl torespectively engage with the test, clear, cautionary` and 'dangercontacts, clear, cautionary an dan ger signals, electrically operatedbrake controllin means normally connected incircuit with the source ofenergy, means actuated upon an electrical engagement of the4 test shoewith thetest contact foi-,breaking any circuit through the signals,andthe circuit through the bralie controlling' apz paratus,to thegenerator, means actuated by y a subsequent contact with the clearsignal shoe for establishing a circuit through the brake controllingapparatus and. through the clearsignal, means acting upon a contact ofthe cautionary shoe with the cautionary contact for establishing acircuit througli the cautionary contact and for breaking the circuitthrough the clear siga nal and also for breaking the circuit through thebrake-controlling apparatus to cause an application of the brakes, andmeans actuated by engagement of the danger shoe with the danger contactfor breaking the circuits through the clear signal and through the brakecontrolling apparatus to thereby apply the brakes and for establishing acircuit through the danger signal.

19. ln a block signal systen'i, a track di- 15 vided into blocks, a testcontact, a clear con energy thereon, test, clear, cautionary and dangershoes adapted to respectively engage with the test, clear, cautionaryand danger contacts, clear, cautionary and danger' signals,'electricallyoperated brake controlling means normally connected in circuit with thcsource of energy, lneans actuated upon an electrical engagement of thetest shoe with the test cont-act for breaking any circuits through thesignals and through the brake controlling apparatus and means actuatedby a subsequent contact with the clear signal shoe for establishing acircuit through the brake controlling apparatus and through the clearsignal, means acting upon a contact of the cautionary shoe with thecautionary contact for completing a circuit through the cautionaryContact and for breaking the circuit through the clear sigv nal and alsofor breaking the circuit through the brake-controlling apparatus tocause an application of the brakes, means actuated by engagement of thedanger shoe with the danger Contact for breaking the circuits throughthe clear signal and through the brake controlling apparatus to therebyaplply` the brakes and for establishing a circuit irough the-dangersignal, and speed con-` trolled means for breaking the circuit throughthe brake controlling apparatus 10 upon an `increase in speed of thevehicle above apredetermined point.

v2O. Ina block signall system, a track divided into blocks, atcstcontact, a .clear contact, av cautionary contact and aldanger 5'5contact disposed near `said track, the test contact being permanently ,flrou-nde-dv` a vehicle traveling on the track. a source of elec.- tricalenergy thereon test, clear, cautionary and danger shoes adapted torespectively cngage with the test, clear, cautionary7 and .dangercontacts, clear, cautoimry and danger signals. an electrically operatedbrake. controlling apl'iaratus normally con- -tionary signal, thefirst-named slide nected in circuit With the source ot' energy, meansactuated upon an electrical engagement of the test shoe with the testcontact for breaking any circuits through the sig uals and through thebrake controlling apparatus and generator, means actuated by asubsequent contact with thc clear signal shoe by a clear contact forcstablislling a circuit through the brake controlling apparatus andthrough the clear signal. means acting upon a contact of thc cautionary,shoe with the cautionary contact` for completing a circuit through thecautionary contact and for breaking the circuit through the clear signaland also for breaking thc circuit through the brake-controllingapparatus to cause an application ot' the brakes, means actuated byengagement of thc danger shoe with the danger contact acting to breakthe circuit through the clear signal and through the brake controllingapl'iaratus to thereby apply the brakes and also acting to establish acircuit through the danger signal, a plurality of means corresponding tothe clear, cautionary. and danger signals. acting to break' thc circuitfrom tlugener ator through the brake controlling appa ratus each uponincreases in spccd of the..

vehicle beyond predetermiiust'l4 points.

21. In a mechanism of the character described, a vehicle having test,clear, cautionary, and danger shoes adapted to be grounded by engagementwith test, clear, cautionary and danger track contacts respectively, asource of electrical energy earried upon the vehicle, danger, cautionaryand clear signals also carried by the vehicle, an electrically operatedbrake controlling valve mechanism normally held in a closed position,and means for establishing or disestablishing electric-al connectionbetween the source of energy andthe several signals and the valveactuating mechanism. said means including a pair of independentlyvoperable slides one connected to the source of energy, and the othershiftable into a position to close acircuit from the source of energythrough the clear signal or into a position to close a. circuit throughthe caubeing also shiftable into a position to break the circuit to thesecond named slide and 'close the circuit through the danger signal, and

means, operating upon movement of the i slides-to close a circuitthrough the dangeror the cautionary signal, to open saidlralve'mechanism.

22. In a cab signal system, a vehicle, cautionary and danger signals onthe ve'- hiclcr an air brake controlling valve, an clcctromagnetnormally holding the valve closed, a generator connected in a normallyclosed circuit with the magnet, and means 126' clear,

, 25 cuit is c osed and for breakin 80 clear, cautionary and danger4signals operating upon an actuation ai: the danger or cautionary signalfor deenergizing said magnet and opening the valve.

23. In a ca b signal system, a vehicle, clear, y cautionary and dangersignals on the 'vehicle, albrake controlling' valve, an electro 4magnetwhen ener 'zed holdingl the .valve closed, a source `electrical energyconnected in a normally'closed circuit with the magnet, track contactcontrolling signal circuits operating vupon an actuation of the dangeror the cautionary signal for deenergizing said magnet and opening thevalve, to thereby ap I1y the brakes, a circuit closer in the sai iclosed circuit, a nor-1 mally energized magnet normally holding thecircuit' closer closed, speed governed means for breaking the circu1tthrough said magnet when the speed of the vehicle is greater than apredetermined speed and the circuit throughthe clear signal is closed4and for breaking said circuitV through the magnetI whenthes eed isgreaterthan a predetermined s d the circuit through saidy magnet when te speed is greater than apredetermined speed and the circuit through thedanger signal is closed. 24. Iny a "cab signal system, a vehicle,

the. vehicle, a brake controlling valve, a normally closed circuitholding the valve closed, source of electrical energy in the normallyclosed circuit, track contact controlled circuits operating upon anactuation of the danger and cautionary signal `for dener- `gizing thecircuit to 1 open` the valve and there y apply the brakes, a circultcloser in the said closed circuit, a normally energized magnet normallyholding the circuit closer closed, speed governed means for c "breakingthe circuit through said magnet l when tie speed of the vehicle risgreater than apredetermined speed and the circuit through the clearsignal is closed and for breaking said circuit through the magnet whenthespeed is greater than a pre- `determined speed and the cautionarysignal circuit is closed and for breaking the circuit through saidmagnet when the speed is greater than a predetermined speed andthecircuit through the danger slgn'al 1s closed,

said means including a speed governor ac tuated member and ,a pluralityof circult breaking elements adapted to be successively en aged by saidmember to break their circuits upon increases of vehicle speed of saldelements each being disposed ina elrcuit with the source of energy andits respective signal circuit whereby each element is active when itssignal circuit is active.

25. In a cab signal system, a vehicle, clear, cautionary and dangersignals upon the and the cautionary, signalciri (vehicle, a brakecontrollin upon i vehicle, clear, cautionary and danger signal circuits,a source of electrical energy common `to allot' said circuits, meansupon the vehicle cooperating with `track contacts for grounding any oneof said circuits to thereby energize one or the 'other of the signals, abrake controlling magnet normally energized when the clear signal'isenergized and holding the brakes from application, means operated by thegroundin of the danger `signal or cautionary signa lcircuits acting todenergize said magnet to Vthereby cause an application of the brakes,circuit closures arranged. in three several circuits with said magnetand movable independently, the circuit closers corresponding to theclear cautionary and danger signals, and each being rendered active 'bythe grounding of its corres onding signal circuit, andv speed contro ledmeans for successively vbreaking the circuits through the. severalcircuit closets when the speed of the engine increases.

26. In a cab signal system, a vehicle, clear, cautionary and danger sials on the tromagnet normally hol ing the valve closed, a source ofelectrical energy in a normally closed circuit with the Amagnet,

4and means operating upon an operation of the danger or cautionarysignals for dener lzing said magnet to open the valve an apply thebrakes, said means-includin a slide normally connected in circuit` witgthe source of energy, the slide in one position being electricallyconnected `with the clear signal Yand in another position electricallyconnected with the cautionary signal to thereby close either circuit asecond slide, the first-named slide in' one position connecting thesecond-namedfslide with the source of energy and in the other positionbreaking said connection, means normally urging the first-named slideinto position to connect the second-named slide withV the source ofenergy, means urging'the' secondnamed' slide into positionA to close thecircuit tothe clear signal, track controlled means4 forlshifting thesecond-named slide va ve, an elec,-4

intoposition to close the circuitthrough the cautionary signal and breakthe circuit through the clear sigxiahtrack controlled ,means forshifting the first-named slide into position to break connection withthe sec# ond-named slide and tocestablish connection between the.'danger signal and the source of energy, means for holding the 'lslides in their shifted positions, land track controlled meansforreleasing the slides.

`27.- In a cab signal system, clear, danger,

rate circuits connecting yeach of said signals to the generator, trackVcontrolled means and cautionary signals, a generator, sepa- 1'25 ,i ifor breakingor lclosing a circuit through l any one of said signals andyfor closing or opening circuits through the other signals,

brake actuating means electrically disconnected from the generator uponthe establishment of a circuit through either the danger or thecautionary signal, a pair of normally energized high resistance mag-lnets, disposed in the cautionary and danger circuits, and lcircuitclosers controlled by said magnets disposed in la circuit leading fromthe generator to all of said signals land tothe brake actuatingmechanism for vrendering all of said signals inactive .and

for applying the brakes upon the de'ner-` gizing of sald magnets. 28. Ina block signal system, the combiv ynation with atrack divided intoblocks, of a vehicle movable upon the track, brake applying means uponthe vehicle, a plurality of speed governed means operable upon lchangesinvehicle speed to actuate the brake applying means to 'apply the brake,and means controlled by the position of other vtrains upon the trackdetermining which of the speed governed meansv shall be active.

29. In avehicle, the combination with a` means to apply the brake on anincrease of ktion with a vehicle and a brake applying dc-` vehiclespeed, beyond a maximum, a minimum or an intermediate speed,respectively, means xvhereby When anyone of the speed governed means isactive the others are rendered inactive and means controlled by theposition of other trains upon the track determining which of the speedgoverned means shall be active. y

30. In a vehicle, the combination with la brake applying device, of aplurality of.

means for automatically actuating the brake applying device .to applythe brake and adapted to be operated under different circumstances,maximum, minimum and intervmediate speed governed means for automaticallyv actuating the brake applying device to apply the brake,the'min-imum and intermediate speed governed means being placed incondition for operation upon the actuation of the corresponding firstnamed means and -the maximum speed governed means acting to actuate thebrake applying device to apply the brake if the speed of the vehicle isgreater than the maximuln 31. In a cab signal ,system`r the combinavice,of atrack controlled clear signal, .a track controlled cautionarysignal, a c ircult for actuating the brake `applyingdevice to .apply thebrake upon the receipt of, said cautionary signal, and manually operablemeans for actuating theY brake applying device to release the rakeproviding the vehicle is moving at a speedless than a predetermined vspeed.

32. In a blocky signal system, a track, clear, cautionary and dangertrack contacts disposed adjacent the track, a vehicle oper- H ating onthetrack, clear, caution and danger shoes Aonthe vehicle, clear, cautionand dangersignals controlled by engagement of their respective shoeswith corresponding track contacts, and means whereby when any signal isactive the-other signals are rendered inactive.

33. In a block signal system, the-combination with a track divided intoblocks, of a vehicle moving on the track, a brake controlling means onthe vehicle, a plurality of signal devices on the vehicle, meansactuated at the beginning .of a block' for rendering inactive all of thesignal devices and for actuating the brake controlling means to applythe brake unless a signal proper to the condition of the track isreceived, and means actuated adjacent the entrance of a block fon givinga signal proper to the conditionv of the block.

34. In a cab signal system, a Vehicle, clear, I

cuit breaker in said circuit, a normally closed circuit adapted to beshorted by a track contact andcontrolling the circuit breaker, laplurality of main track contact controlled circuits normally closed,normally closed circuit breakers controlled one by each of said maincircuits,v each being adapted to openk upon a shorting of its maincircuit and each operable to open the brake circuit, and independenttrack controlled means for shortening the main circuits.

36. In a block signal system, the coiiibina- 'l tion with a trackdivided into4 blocksY of train carried means-'including a test contactshoe in a normally closed circuit for giving a test indication at theentrance of each block, and means including additional contact shoes forgiving an additional signal of the proper character immediately afterreceipt of the test indication.

l 37. In a block signal system, the combination with a track dividedinto blocks, of

@clearf caution and danger signals. a vehicle movable on the track.brake controlling means mounted `upon the velncle,a test con tact shoein 'a normally closed circuit engageable with aconta-ct disposedadjacent the entrance of a block to ive a test indica)- tion and alsoactuate the rake controlling means unless another signal proper to thecondition of the block is received, and means including additionalcontact shoes engageable with contacts disposed adjacent the entrance ofthe block for subsequently giving\ an additional signal of the pro ercharacter after the receipt of the test in ication. i

, 38. In a block signal system, the combination with a track dividedinto.blocks,.of clear, caution and danger signals, a. vehicle movable onthe track, brake controlling means mounted upon the vehicle, a testcontact shoe in a normally closed circuit engageable with a contactdisposedadjacent the entrance of a block to give a test indication andactuate the brake .controlling means unless another signal proper to the:ondition of the block is received, means in- :luding additional contactshoes engageable, xwith `contacts disposed adjacent -the en- 'jzrance ofthe block Afor subsequentl `giving in additional signal of thefproper cter. ifter the receipt of the-testA indication, and

,manually operable means fol, actuating the lgrake controlling means torelease the rake ifter receiptof4 a. test indication if no otherIignal'follows/- 39.-111 a block si i al s stem,lthe combi-'7 ation witha vehic e an 'a brake controlng'mechanism, of clear, caution and dan-ver signals, a track controlled test vindicatig circuit adapted toactuate the brake 1 ntrollin'g mechanism, to ap 1y the brake n'ofurther' signal is received a track conolled clear signal circuitadapted to,A c tue, the brake-controlling mechanismf reaseth'e brakeafter a test indication has en received, and track controlled caution Addanger signal circuits 4adapted to actue the brake controlling mechanismto prent release of the brake after receipt of a t indication. t0. In ablockV signal stem, lthe combition with a vehicle anlya brake controlgmechanism, of clear, caution and 'dansignals, a track controlled testiidicatr circuit adapted to actuate the brake conlling mechanism toapply the brake if no ther signal is received@ track controlled irsignal circuit adapted to mtuate the ke control-ling mechanism torelease the ke ,after a test indication has been re- 'ed trackcontrolled caution and danger .nal circuits adapted to actuate,thebrake/ trolling mechanism to prevent release of brake after receiptof a test indication, manually operated means for actuating brakecontrolling mechanism ton-elease brake after receipt of a; caution ordansgnal.

nation with avehi VAll. In a block signalsystem, the combination with avehicle and a brake controlling mechanism, of clear, caution and dan gersignals, a track controlled `test indicat 4 been received, trackcontrolled caution and' danger signal circuits adapted to' actuate thebrake controlling mechanismV to prevent release of th'e .brake afterreceipt of a test indication, and means controlling the speed of thevehicle -underany signal.

42. Ina block si nal system, the combination with a vehic e and a brakecontrolling mechanism, of clear, caution and danger signals, a traccontrolled test indicating..r circuit adapted to actuatethe brakecontrollingmechanism to apply thel brake if no further -signal isreceived, a vtrack controlled clear signal circuit adapted .toactuatethe brake controlling mechanism to release the v brake after. atestV indication has been received, -track controlled lcaution and.danger 4signal circuits adapted to actuate the brake spo controlling-mechanism lto prevent release ofthe brake after receipt of a testindication,

manually operated Ameans for actuating thebrake controlling mechanism torelease the brake after receipt of aA caution or danger' signaLand-meanscontrolling the4 speed of the vehicle under any signal.'A g

k signal system, the combi-rlo 43. In a bl nation with a 'vehicleand anelectrically operated brake controllin mechanism. adapted when energizedto', hod the brakes in re leased ition, of va normally closed circuitfor suc mechanism, a crcuit-breakerin said circuit, a multi-branchedcircuit controlling the vcircuit breaker, but one branchvof said circuitbeing active at any one time, and

means in each branch of the circuit control vling the speed at which thevehicle vmaly travel when said` branclkpf the circuit' 1s active. i

44.11'1 a blcksignn syamihe cambination with a vehicle and -anelectrically operated brake4 controlling mechanism a apted whenenergized'tojlxold the brakes4 inreleased position, of.: normally closedc ircuit for such mechanism, a circuit breaker in said circuit, amultirbranched circuit controlling the circuit breaker, but ione branchAof, vsaid circuit being activent any one time,`

means-in each'branch of the circuit controlling the speed at which the'vehicle may travel when 4said branch of the circuit 1s` active, andblock condition controlled means determining which branch shall beactive. Vt5. In' a block signal sy the combie, fa bra e actuating

